JP4178863B2 - Clutch control device - Google Patents

Abstract

A clutch control device which adjusts an engaging condition between a wheel and a clutch disc by way of controlling an actuator includes a wheel rotating together with an output shaft of a driving source, a friction clutch having a clutch disc disposed opposite the wheel, and an actuator controlling the clutch disc. The clutch control device also includes an estimation means for estimating a wear amount of the clutch disc based on a load change amount changing the engaging condition between the clutch disc and the wheel. <IMAGE>

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a clutch control device that drives and controls an actuator to change the engagement state between the clutch disk and the wheel.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, a system is known in which an actuator is attached to an existing manual transmission and a series of shift operations (clutch connection / disconnection, gear shift, selection) are automatically performed according to the driver's will or the vehicle state.
[0003]
In the friction clutch provided in such a system, the posture of the diaphragm spring changes with wear of the clutch facing (clutch disc). Therefore, the operation force necessary for disengaging the clutch, that is, the release load of the clutch is not sufficient. To increase. For this reason, the one provided with a mechanism for compensating for wear of the clutch facing has been proposed.
[0004]
[Problems to be solved by the invention]
Incidentally, in order to suitably perform this wear compensation, it is necessary to accurately grasp the wear amount of the clutch facing. It is preferable to actually measure this in order to ascertain the amount of wear, but in reality it is difficult in terms of cost.
[0005]
Therefore, the wear amount is also estimated using existing signal values. For example, in the clutch control device of Japanese Patent Application No. 2001-097112, a predetermined current is supplied to the electric motor of the actuator for a predetermined time from the non-engaged state of the clutch and displaced to the engaging side, The amount of wear is estimated based on the deviation between the stop position of the motor and the stop position at the time of estimation.
[0006]
However, in the estimation of the wear amount due to the deviation between these two stop positions, the estimated wear amount is not absorbed because individual differences in manual transmissions and actuators (diaphragm springs, motor torque characteristics, assist springs, etc.) and variations over time are not absorbed. It can vary widely.
[0007]
An object of the present invention is to provide a clutch control device capable of estimating the wear amount of a clutch disk without adding a dedicated sensor.
[0008]
[Means for Solving the Problems]
  In order to solve the above problem, the invention according to claim 1 is a friction clutch having a wheel that rotates integrally with an output shaft of a drive source and a clutch disk that faces the wheel, and displaces the clutch disk. In a clutch control device comprising an actuator and an electric motor for operating the actuator, and controlling the drive of the actuator to change the engagement state between the clutch disk and the wheel, the engagement at the initial stage of assembly of the clutch disk The load required when the combined state is changed is the reference load, the load required when the engagement state is changed when the clutch disk is worn is the current load, and the amount of change in the current load with respect to the reference load is Based on the estimation means for estimating the wear amount of the clutch disk, Stage, the engagement side the engagement stateFromOn the non-engaging sidechangeWhen lettingIn the predetermined section ofThe detected current value of the electric motorAnd an average value of the current value of the electric motor detected in the predetermined section when the engagement state is changed from the non-engagement side to the engagement sideBased on the above, the gist is to obtain the reference load and the current load.
[0009]
According to a second aspect of the present invention, in the clutch control device according to the first aspect, the estimation means is a complete control unit in which the clutch disk is substantially completely engaged with the wheel and can rotate integrally with the wheel. The gist is to estimate the wear amount of the clutch disk in the vicinity of the engagement point.
[0012]
  Claim3The invention described in claim 1Or 2In the clutch control device described in (1), the estimation means estimates the amount of wear of the clutch disk based on the amount of change in the load subjected to the annealing process. The smoothing process in the present invention means a filtering process including a weighted averaging process and a moving average.
[0014]
  Claim4The invention described in claim 13In the clutch control device according to any one of the above, the estimation means estimates a wear amount exceeding a predetermined amount of the clutch disk by comparing the amount of change of the current load with a predetermined determination threshold value, The gist of the invention is that it comprises a determination means for counting the estimated number of wear amounts exceeding a predetermined amount and determining the progress of wear of the clutch disk when the count value exceeds a predetermined value.
[0016]
  Claim5The invention described in claim 14The clutch control device according to any one of claims 1 to 3, wherein the estimation means changes a motor current when changing an engagement state between the clutch disk and the wheel in a state in which a rotation speed of the electric motor is controlled to be constant. The gist is to estimate the amount of change in the load based on the average value.
[0017]
  Claim6The invention described in claim5The clutch control device according to claim 1, further comprising detection means for detecting an operation position of the electric motor corresponding to an engagement state of the clutch disc and the wheel, wherein the estimation means smoothes the detected operation position. The gist is to estimate the amount of change in the load based on the average value of the motor current values that have been subjected to the smoothing processing when the processed processing operation position is within a predetermined range.
[0018]
  Claim7The invention described in claim5 or 6In the clutch control device according to the above, the estimation of the load change amount by the estimation means is performed by changing the engagement state between the clutch disk and the wheel using a control gain that is switched from a normal control gain. Is the gist.
[0019]
(Function)
Generally, the load required to change the engagement state between the clutch disc and the wheel is the clutch stroke based on the complete engagement point at which the clutch disc is substantially completely engaged with the wheel and can rotate integrally with the wheel. It is known to have the characteristics shown in FIG. 14 with respect to a change (corresponding to the engaged state). In FIG. 14, the solid line and the broken line indicate the respective cases in the initial assembly state and the worn state of the clutch disk at the time of shipment from the factory. As shown in the figure, the load when the clutch disk is worn increases as a whole, particularly in the vicinity of the complete engagement point, with respect to the load in the initial state.
[0020]
FIG. 15 shows the amount of change in the load required to change the amount of wear of the clutch disc and the engagement state between the clutch disc and the wheel in a predetermined manner (here, the amount of change in the load based on the initial assembly state). It is the graph which calculated | required the relationship of (2) experimentally. As is apparent from the figure, the amount of wear of the clutch disk can be estimated from the amount of change in the load required when the engagement state between the clutch disk and the wheel is changed.
[0021]
  According to the first aspect of the present invention, the amount of wear of the clutch disk is estimated from the amount of change in load required to change the engagement state between the clutch disk and the wheel without adding a dedicated sensor.Further, the wear of the clutch disk from which the influence of hysteresis has been removed based on the average value of the amount of change of each load required when the engagement state of the clutch disk and the wheel is changed to the engaged side and the non-engaged side, respectively. The quantity is estimated.
[0022]
According to the second aspect of the present invention, the amount of wear of the clutch disk is estimated in the vicinity of the complete engagement point where the amount of change in load required when changing the engagement state between the clutch disk and the wheel is substantially maximum. For this reason, it is possible to estimate the wear amount with high accuracy with suppressed estimation variation.
[0025]
  Claim3According to the invention described in (3), the wear amount of the clutch disk in which the estimation variation is suppressed is stably estimated based on the change amount of the load subjected to the annealing process.
[0026]
  Claim4According to the invention described above, the estimated number of wear amounts exceeding a predetermined amount is counted, and when the count value exceeds a predetermined value, the progress of wear of the clutch disk is determined. Therefore, even if the estimated wear amount varies in the vicinity of the determination threshold, erroneous determination of wear progress is suppressed.
[0027]
  Claim5According to the invention described in the above, based on the average value of the motor current value when the engagement state of the clutch disk and the wheel is changed within a predetermined range in a state where the rotation speed of the electric motor is controlled to be constant. The amount of change in the load is estimated. In general, the motor torque is
  Motor torque = Motor load + (Inertia) x (Motor acceleration)
It is represented by Therefore, if the rotation speed of the electric motor is constant and the motor acceleration is “0”,
  Motor torque = motor load
Is established. On the other hand, the motor torque uses the motor current value and the motor torque constant,
  Motor torque = Motor current value x Motor torque constant
It is represented by As described above, by setting the motor acceleration to “0”, that is, by making the rotation speed of the electric motor constant, the motor load, that is, the amount of change in the load is estimated by a simple arithmetic expression.
[0028]
  Claim6According to the invention described in (1), based on the average value of the motor motor operating position and the motor current value subjected to the annealing process, the amount of change in the load with less error from which noise has been removed is estimated.
[0029]
  Claim7According to the invention described in (1), the amount of change in load is estimated by changing the engagement state between the clutch disk and the wheel using a control gain switched to a normal control gain. Therefore, a reduction in the estimation accuracy of the load change amount due to the diversion of the normal control gain considering the followability to the target value and the robustness can be avoided.
[0030]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment embodying the present invention will be described with reference to FIGS. The clutch control apparatus schematically shown in FIG. 1 controls a friction clutch 20 disposed between an engine 10 as a drive source and a transmission 11, and an actuator for operating the clutch 20. 30 and a clutch control circuit 40 that outputs a drive command signal to the actuator 30.
[0031]
As shown in detail in FIG. 2, the friction clutch 20 is fixed to a flywheel 21, a clutch cover 22, a clutch disk 23, a pressure plate 24, a diaphragm spring 25, a release bearing 26, a release fork 27, and a transmission case 11a. The pivot support member 28 and the adjustment wedge member 29 are provided as main components. Since the pressure plate 24, the diaphragm spring 25, the release fork 27, and the like are integrally assembled with the clutch cover 22, they may be referred to as a clutch cover assembly (assembly).
[0032]
The flywheel 21 is a disc made of cast iron, and is bolted to the crankshaft (output shaft of the drive source) 10a of the engine 10 so as to rotate integrally with the crankshaft 10a.
[0033]
The clutch cover 22 has a substantially cylindrical shape, and includes a cylindrical portion 22a, a flange portion 22b formed on the inner peripheral side of the cylindrical portion 22a, and a plurality formed at equal intervals in the circumferential direction on the inner peripheral edge of the cylindrical portion 22a. The holding portion 22c and a pressure plate stopper portion 22d bent from the cylindrical portion 22a toward the inner peripheral side are bolted to the flywheel 21 at the outer peripheral portion of the cylindrical portion 22a. And rotate together.
[0034]
The clutch disk 23 is a friction plate that transmits the power of the engine 10 to the transmission 11, and is disposed between the flywheel 21 and the pressure plate 24, and is connected to the input shaft of the transmission 11 and a spline at the center. As a result, it can move in the axial direction. Further, clutch facings 23a and 23b made of a friction material are fixed to both surfaces of the outer peripheral portion of the clutch disk 23 by rivets.
[0035]
The pressure plate 24 presses the clutch disc 23 toward the flywheel 21 and sandwiches it between the flywheel 21 and engages the clutch disc 23 with the flywheel 21 to rotate integrally. The pressure plate 24 is connected to the clutch cover 22 by a strap 24 a so as to rotate with the rotation of the clutch cover 22.
[0036]
The strap 24a is composed of a plurality of laminated thin leaf spring materials. As shown in FIG. 3, one end of the strap 24a is fixed to the outer peripheral portion of the clutch cover 22 by a rivet R1, and the other end is fixed. The rivet R2 is fixed to a protrusion provided on the outer periphery of the pressure plate 24. As a result, the strap 24a applies an urging force in the axial direction to the pressure plate 24 so that the pressure plate 24 can be separated from the flywheel 21.
[0037]
As shown in FIGS. 2 and 4, the outermost peripheral portion of the pressure plate 24 contacts the pressure plate stopper portion 22d of the clutch cover 22 when the pressure plate 24 moves to the diaphragm spring 25 side by a predetermined distance. An abutting portion 24b that contacts is provided. A guide portion 24c is erected on the inner peripheral side of the contact portion 24b toward the diaphragm spring 25 side. As shown in FIG. 5, a serrated tapered portion 24 d is erected toward the diaphragm spring 25 on the inner peripheral side of the guide portion 24 c.
[0038]
As shown in FIG. 3, the diaphragm spring 25 is composed of a plurality of (12) elastic plate members (hereinafter referred to as “lever member 25 a) arranged radially along the inner periphery of the cylindrical portion 22 a of the clutch cover 22. ").). As shown in FIG. 2, each lever member 25a is clamped by the holding portion 22c of the clutch cover 22 via a pair of ring-shaped fulcrum members 25b and 25c arranged on both axial sides of each lever member 25a. ing. As a result, the lever member 25a can perform a pivoting motion with the fulcrum members 25b and 25c as fulcrums with respect to the clutch cover 22.
[0039]
An adjustment wedge member 29 is disposed between the tapered portion 24 d of the pressure plate 24 and the outer peripheral portion of the diaphragm spring 25. The adjustment wedge member 29 is a ring-shaped member and has a wedge-side tapered portion 29a having the same shape as the tapered portion 24d, as shown in FIG. The wedge-side taper portion 29a and the taper portion 24d are in contact with each other at the taper surface TP. Further, the diaphragm wedge 25 side (the upper side in FIG. 5) of the adjustment wedge member 29 is flat. The adjustment wedge member 29 forms a force transmission path between the pressure plate 24 and the diaphragm spring 25, and transmits the force applied to the diaphragm spring 25 and the force generated in the diaphragm spring 25 to the pressure plate 24. .
[0040]
A notch 29b is provided at an appropriate position of the adjustment wedge member 29 on the diaphragm spring 25 side, and a through hole 24e is provided at an appropriate position of the tapered portion 24d of the pressure plate 24. Each end of the coiled coil spring CS is engaged with each of the notch 29b and the through hole 24e. As a result, the pressure plate 24 and the adjustment wedge member 29 are urged so as to relatively rotate in the direction in which the tops of the tapered portions 24d and the tops of the wedge-side tapered portions 29a approach each other.
[0041]
The release bearing 26 is slidably supported on a support sleeve 11b supported by the transmission case 11a so as to surround the outer periphery of the input shaft of the transmission 11. The release bearing 26 constitutes a force point portion 26a for pushing the inner end portion of the lever member 25a (the center portion of the diaphragm spring 25) toward the flywheel 21.
[0042]
The release fork 27 (fork member) is for sliding the release bearing 26 in the axial direction in accordance with the operation of the actuator 30. One end of the release fork 27 is in contact with the release bearing 26 and the other end is in contact with the tip of the rod 31 of the actuator 30 at the contact portion 27a. Further, the release fork 27 is assembled to the pivot support member 28 by a spring 27c fixed to the transmission case 11a. The release fork 27 swings with the pivot support member 28 as a support point at a substantially central portion 27b. It comes to move.
[0043]
The actuator 30 moves the rod 31 described above forward and backward, and includes a DC-driven electric motor 32 and a housing 33 that supports the electric motor 32 and is fixed to an appropriate portion of the vehicle. Housed in the housing 33 are a rotating shaft 34 that is rotationally driven by the electric motor 32, a sector gear 35 that is formed in a fan shape in a side view and is swingably supported by the housing 33, and an assist spring 36. .
[0044]
A worm is formed on the rotating shaft 34 and meshes with the arc portion of the sector gear 35. Further, the base end portion of the rod 31 (the end portion on the opposite side to the tip portion in contact with the release fork 27) is rotatably supported by the sector gear 35. As a result, when the electric motor 32 rotates, the sector gear 35 rotates and the rod 31 moves forward and backward with respect to the housing 33.
[0045]
The assist spring 36 is compressed within the swing range of the sector gear 35. One end of the assist spring 36 is locked to the rear end of the housing 33, and the other end is locked to the sector gear 35. As a result, the assist spring 36 biases the sector gear 35 in the clockwise direction when the sector gear 35 rotates more than a predetermined angle in the clockwise direction in FIG. 2, thereby urging the rod 31 in the right direction. The movement of the rod 31 in the right direction by the electric motor 32 is assisted.
[0046]
Referring again to FIG. 1, the clutch control circuit 40 includes a CPU (microcomputer) 41, interfaces 42 to 44, a power supply circuit 45, a drive circuit 46, and the like. The CPU 41 includes a ROM, a RAM, an EEPROM, and the like that store programs and maps described later.
[0047]
The interface 42 is connected to the CPU 41 via a bus, and a shift lever load sensor 51 that detects a load (shift lever load) generated when the shift lever of the transmission is operated, and a vehicle speed sensor 52 that detects the vehicle speed V. A gear position sensor 53 for detecting the actual gear position, a transmission input shaft rotation speed sensor 54 for detecting the rotation speed of the input shaft 11c of the transmission 11, and a swing angle of the sector gear 35 fixed to the actuator 30. Are connected to a stroke sensor 37 for detecting the stroke of the rod 31 (hereinafter referred to as “clutch stroke ST”), and a detection signal of each sensor is supplied to the CPU 41.
[0048]
The interface 43 is connected to the CPU 41 via a bus and is connected so as to enable bidirectional communication with the engine control device 60. As a result, the CPU 41 of the clutch control circuit 40 can acquire information on the throttle opening sensor 55 and the engine speed sensor 56 input by the engine control device 60.
[0049]
The interface 44 is connected to the CPU 41 via a bus, and is connected to one input terminal of the OR circuit 45a of the power supply circuit 45 and the drive circuit 46. Based on a command from the CPU 41, the interface 44 receives a predetermined signal. It is supposed to be sent out.
[0050]
The power supply circuit 45 includes the OR circuit 45a, a power transistor Tr having an output terminal of the OR circuit 45a connected to the base, and a constant voltage circuit 45b. The collector of the power transistor Tr is connected to the positive terminal of the battery 70 mounted on the vehicle, and the emitter is connected to the constant voltage circuit 45b and the drive circuit 46. When the power transistor Tr is turned on, the power transistor Tr To supply. The constant voltage circuit 45b converts the battery voltage into a predetermined constant voltage (5V), is connected to the CPU 41 and the interfaces 42 to 44, and supplies power to each of them. The other input terminal of the OR circuit 45a is connected to one end of an ignition switch 71 that is turned on and off by the driver. The other end of the ignition switch 71 is connected to the positive terminal of the battery 70. The one end of the ignition switch 71 is also connected to the interface 42 so that the CPU 41 can detect the state of the ignition switch 71.
[0051]
The drive circuit 46 includes four switching elements (not shown) that are turned on or off in response to a command signal from the interface 44. These switching elements constitute a well-known bridge circuit, and are selectively turned on and controlled in conduction time, and the electric motor 32 has a current of an arbitrary magnitude in a predetermined direction and a direction opposite to the predetermined direction. Is supposed to flow. In other words, the electric motor 32 is driven and controlled by a required current supplied by a command signal through the drive circuit 46 based on an instruction value from the CPU 41 (hereinafter referred to as “motor instruction current value clti”).
[0052]
The engine control device 60 is mainly composed of a microcomputer (not shown) and controls the fuel injection amount and ignition timing of the engine 10, and as described above, the throttle opening sensor for detecting the throttle opening TA of the engine 10. 55 is connected to an engine speed sensor 56 for detecting the speed NE of the engine 10 and the like, and a signal from each sensor is input and processed.
[0053]
In the clutch control device configured as described above, the actuator 30 automatically performs the clutch connection / disconnection operation instead of the conventional clutch pedal operation by the driver. That is, in the connection / disconnection operation, for example, when the CPU 41 detects that (1) the vehicle is moving from a traveling state to a stopping state (when the transmission input shaft rotational speed is reduced to a predetermined value or less). ), (2) When it is detected that the load detected by the shift lever load sensor 51 exceeds a predetermined value (when the driver's intention to shift is confirmed), (3) In a state where the vehicle is stopped When it is detected that the accelerator pedal has been depressed, it is executed at a time.
[0054]
In this clutch control device, the operation when the clutch is engaged (engaged) and power of the engine 10 is transmitted to the transmission 11 will be described. First, the drive circuit 46 is electrically driven by a command signal from the clutch control circuit 40. A predetermined current is supplied to the motor 32 to rotate the electric motor 32. Thereby, the sector gear 35 rotates counterclockwise in FIG. 2, and the rod 31 moves to the left.
[0055]
On the other hand, the release bearing 26 receives force from the diaphragm spring 25 in a direction away from the flywheel 21 (right direction in FIG. 2). Since this force is transmitted to the release fork 27 via the release bearing 26, the release fork 27 receives a force that rotates in the counterclockwise direction in FIG. Therefore, when the rod 31 moves leftward in FIG. 2, the release fork 27 rotates counterclockwise and the central portion of the diaphragm spring 25 moves away from the flywheel 21.
[0056]
At this time, the diaphragm spring 25 swings (changes in posture) about the fulcrum members 25b and 25c, and pushes the adjustment wedge member 29 that contacts the outer peripheral portion of the diaphragm spring 25 toward the flywheel 21. As a result, the pressure plate 24 receives a force toward the flywheel 21 at the taper portion 24 d, and sandwiches the clutch disk 23 between the flywheel 21. As a result, the clutch disk 23 engages with the flywheel 21 and rotates integrally with the flywheel 21, and transmits the power of the engine 10 to the transmission 11.
[0057]
Next, the case where the clutch is disengaged (non-engaged) and the power of the engine 10 is not transmitted to the transmission 11 will be described. First, the electric motor 32 is driven to rotate and the sector gear 35 in FIG. Rotate in the direction of rotation. As a result, the rod 31 moves rightward in FIG. 2 and applies a rightward force to the release fork 27 at the abutting portion 27a. Therefore, the release fork 27 uses the pivot support member 28 as a support point in FIG. It rotates clockwise and pushes the release bearing 26 toward the flywheel 21 side.
[0058]
For this reason, the diaphragm spring 25 receives a force toward the flywheel 21 at the force point portion 26a, and swings (changes in posture) about the fulcrum members 25b and 25c. And the outer peripheral part of the diaphragm spring 25 moves in the direction away from the flywheel 21, and the force which pressed the pressure plate 24 to the flywheel 21 side via the adjustment wedge member 29 reduces. On the other hand, the pressure plate 24 is connected to the clutch cover 22 by the strap 24a and is always urged in the direction away from the flywheel 21, so that the pressure plate 24 is slightly separated from the clutch disk 23 by this urging force. As a result, the clutch disk 23 is in a free state, and the power of the engine 10 is not transmitted to the transmission 11.
[0059]
When the clutch is disengaged during normal operation, as shown in FIG. 4A, the contact portion 24b of the pressure plate 24 and the pressure plate stopper portion 22d of the clutch cover 22 are predetermined. The clutch stroke ST is controlled to a predetermined value ST0 so that the distance Y is maintained and no contact occurs.
[0060]
Next, an estimation mode of wear of the clutch facings 23a and 23b (clutch disk 23) will be described. In the present embodiment, the wear of the clutch facings 23a and 23b is estimated using the reference clutch load value detected and registered at the time of factory shipment. That is, the reference load value is a load value required when the pressure plate 24 is separated from the flywheel 21 in a predetermined manner, and is compared with a load value to be described later that is detected at the time of use after shipment. This is used to estimate the wear of the clutch facings 23a, 23b. Therefore, first, a detection / registration mode of a load value serving as a reference executed after assembly of the actuator 30 and the like in the factory will be described with reference to the flowcharts of FIGS. Immediately after assembly of the actuator 30 in the factory, the actual stroke (clutch stroke) of the rod 31 is set to a state (position) in which a slight load is applied via the release fork 27 (contact portion 27a). Therefore, in this state, the clutch disc 23 is substantially completely engaged with the flywheel 21 and can rotate integrally with the flywheel 21. When the clutch stroke ST is detected by starting this routine, the clutch stroke ST detected first is set and registered in the EEPROM as a complete engagement point that is the origin (value “0”). Yes. In other words, the CPU 41 controls the subsequent clutch stroke with the complete engagement point as an absolute reference.
[0061]
When the processing shifts to this routine, in step 101, the CPU 41 initializes various data and starts measuring the calculation timer Tm.
Next, the CPU 41 proceeds to step 102 and controls the clutch stroke (ST) to the target clutch stroke. Specifically, the CPU 41 compares the set target clutch stroke with the detected clutch stroke ST, and outputs a motor command current value clti such that they match.
[0062]
FIG. 8 is a graph showing the relationship between the target clutch stroke over time, the clutch stroke ST detected in this control, and the motor command current value clti at this time. In the figure, for convenience, each data (clutch stroke ST, motor command current value clti) at the time of factory shipment and at the time of wear estimation described later is also shown. As shown in FIG. 8, the target clutch stroke is gradually increased from a value “0” (complete engagement point) to a predetermined maximum target clutch stroke STmax with the passage of time, and is gradually increased again to the value “0” with the passage of time. It is gradually reduced in proportion. The maximum target clutch stroke STmax is set in the vicinity of the complete engagement point, which is sufficiently smaller than the clutch stroke when completely separating the pressure plate 24 from the flywheel 21. This is because the wear of the clutch facings 23a and 23b is estimated in the vicinity of the complete engagement point where the load variation is the largest (see FIG. 14). Thereby, estimation dispersion | variation is suppressed and it becomes possible to improve the precision of wear estimation. The CPU 41 performs control so that the actual clutch stroke matches this target clutch stroke.
[0063]
The reason why the target clutch stroke is gradually increased / decreased substantially proportionally in this way is to drive-control the clutch stroke (ST) so that the changing speed, that is, the rotational speed of the electric motor 32 becomes constant. By performing drive control so that the rotation speed of the electric motor 32 is constant, the motor load at the time of driving the electric motor 32, that is, the load can be easily calculated based on the current value (motor instruction current value clti). .
[0064]
Further, the reason why the target clutch stroke is reciprocated with a gradual increase / decrease as one set is that the electric motor 32 is reciprocated to reciprocate the clutch back and forth. As shown in FIGS. 9 (a) and 9 (b), there is hysteresis in the motor load, and friction or the like changes only by driving the electric motor 32 to one side (the forward path or the backward path). Value) fluctuates and an error occurs in the estimation of the motor load (load). Therefore, in order to estimate the motor load (load) from which the influence of the hysteresis has been removed, the target clutch stroke is changed in a reciprocating manner in order to detect and average each current value during the reciprocating operation. As shown in FIG. 9 (c), by detecting each current value at the time of reciprocation and averaging this, even if the hysteresis changes, the influence on the current value (average current value) is eliminated as a whole. Yes. This makes it possible to estimate the motor load (load) from which the influence of the hysteresis is removed.
[0065]
Next, the CPU 41 proceeds to step 103 and performs a smoothing process on the detected clutch stroke ST. More specifically, the CPU 41 obtains a clutch stroke smoothing value ST_flt based on the clutch stroke ST according to the following equation. This is to remove a noise component at the time of detection included in the clutch stroke ST.
[0066]
ST_flt (n) = ST_flt (n-1) + (ST (n) -ST_flt (n-1)) × G1
However, n and n-1 indicate the corresponding data in the current time and the previous time (the same applies to the following). G1 is a gain (0 <G1 <1) obtained experimentally to make the processing suitable.
[0067]
FIG. 10A is a graph illustrating the target stroke and the detected clutch stroke ST as a raw value. As is clear from the figure, a noise component mainly including sensor noise is superimposed on the clutch stroke ST. On the other hand, FIG. 10B is a graph illustrating the clutch stroke (clutch stroke smoothing value ST_flt) that has been subjected to the target stroke and the smoothing process. As can be seen from the figure, the noise component is removed from the clutch stroke subjected to the annealing process. Thereby, estimation variation is suppressed and wear estimation with less error is possible.
[0068]
Next, the CPU 41 proceeds to step 104 and performs a smoothing process on the motor command current value clti. More specifically, the CPU 41 obtains the motor command current smoothing value clti_flt based on the motor command current value clti according to the following equation. This is because the variation of the instruction value by the CPU 41 is suppressed and used for wear estimation with an index equivalent to various detection values.
[0069]
clti_flt (n) = clti_flt (n-1) + (clti (n) -clti_flt (n-1)) x G2
Here, G2 is a gain (0 <G2 <1) obtained experimentally in order to make the process suitable.
[0070]
FIG. 10C is a graph illustrating an actual motor command current value clti that is output during control to the target stroke. As is apparent from the figure, the motor command current value clti fluctuates significantly during control to the target stroke. On the other hand, FIG. 10D is a graph illustrating the command current value (motor command current smoothing value clti_flt) subjected to the annealing process in the control to the target stroke. As is clear from the figure, fluctuations in the command current value subjected to the annealing process are suppressed. Thereby, estimation variation is suppressed and wear estimation with less error is possible.
[0071]
Next, the CPU 41 proceeds to step 105 and performs clutch stroke determination. Specifically, it is determined whether or not the clutch stroke smoothing value ST_flt is larger than a predetermined clutch stroke lower limit value STLL and belongs to a range smaller than a predetermined clutch stroke upper limit value STUL. This clutch stroke determination is for determining a state in which the clutch stroke (clutch stroke smoothing value ST_flt) belongs to a predetermined common section shown in FIG. 8 when the clutch is reciprocated in accordance with the target clutch stroke.
[0072]
Here, if it is not determined that the clutch stroke smoothing value ST_flt belongs to the range, the CPU 41 proceeds to step 112 as it is. On the other hand, when it is determined that the clutch stroke smoothing value ST_flt belongs to the above range, the CPU 41 proceeds to step 106 and performs calculation timer determination 1. Specifically, it is determined whether or not the calculation timer Tm belongs to a range that is not less than a predetermined first current monitoring start time Tm_s1 and not more than a predetermined first current monitoring end time Tm_e1. This calculation timer determination 1 is for determining that the clutch stroke smoothing value ST_flt is in a state corresponding to the forward path when it belongs to the range. In other words, between the first current monitoring start time Tm_s1 and the first current monitoring end time Tm_e1, the clutch stroke smoothing value ST_flt substantially corresponds to the period belonging to the above range with respect to the forward path (clutch disengagement side).
[0073]
When it is determined in step 106 that the clutch stroke smoothing value ST_flt belongs to the above range with respect to the outward path (clutch disengagement side), the CPU 41 proceeds to step 107 and executes the clutch current integral value (disengagement side) calculation. . That is, the CPU 41 stores and updates the current clutch current integrated value (disengagement side) cltip plus the motor command current smoothing value clti_flt as a new clutch current integration value (disconnection side) cltip.
[0074]
Next, the CPU 41 proceeds to step 108 and executes an integration number counter (disconnection side) calculation. That is, the CPU 41 stores and updates a value obtained by incrementing the current integration number counter (disconnection side) cltcntp by “1” as a new integration number counter (disconnection side) cltcntp. Then, the CPU 41 proceeds to step 112.
[0075]
In step 106, if it is not determined that the clutch stroke smoothing value ST_flt belongs to the above range with respect to the outward path (clutch disengagement side), the CPU 41 proceeds to step 109 and performs calculation timer determination 2. Specifically, it is determined whether or not the calculation timer Tm belongs to a range equal to or longer than a predetermined second current monitoring start time Tm_s2 and equal to or shorter than a predetermined second current monitoring end time Tm_e2. This calculation timer determination 2 is for determining that the clutch stroke smoothing value ST_flt is in a state corresponding to the return path when it belongs to the above range. In other words, between the second current monitoring start time Tm_s2 and the second current monitoring end time Tm_e2, the clutch stroke smoothing value ST_flt substantially corresponds to the period belonging to the above range with respect to the return path (clutch engagement side). .
[0076]
If it is determined in step 109 that the clutch stroke smoothing value ST_flt belongs to the above range with respect to the return path (clutch engagement side), the CPU 41 proceeds to step 110 and performs the clutch current integral value (engagement side) calculation. Execute. In other words, the CPU 41 stores and updates the current clutch current integrated value (engaged side) cltim plus the motor command current smoothed value clti_flt as a new clutch current integrated value (engaged side) cltim.
[0077]
Next, the CPU 41 proceeds to step 111 to execute an integration number counter (engagement side) calculation. That is, the CPU 41 stores and updates a value obtained by incrementing the current integration number counter (engagement side) cltcntm by “1” as a new integration number counter (disconnection side) cltcntm. Then, the CPU 41 proceeds to step 112.
[0078]
On the other hand, if it is determined in step 109 that the clutch stroke smoothing value ST_flt does not belong to the above range with respect to the return path (clutch engagement side), the CPU 41 proceeds to step 112 as it is.
[0079]
In step 112, the CPU 41 determines the end of measurement based on whether or not the calculation timer Tm is equal to or longer than a predetermined measurement end time Tm_END. The measurement end time Tm_END is set based on the time for completing the reciprocation of the clutch, and is the time for ending the measurement on the disengagement side and the engagement side.
[0080]
If it is determined that the measurement is not finished, the CPU 41 returns to step 102 and repeats the same processing (step 102 to step 111). If it is determined that the measurement has been completed, the CPU 41 proceeds to step 113 in FIG.
[0081]
In step 113, the CPU 41 executes the clutch current average value calculation. That is, the clutch current integral value (disengagement side) cltip is divided by the integration number counter (disconnection side) cltcntp, and the clutch current integral value (engagement side) cltimim is divided by the integration number counter (engagement side) cltcntm. The clutch current average value clti_ave is calculated by dividing the current value on the disengagement side and the engagement side by dividing the sum of the values by “2”. As described above, the current values on the disengagement side and the engagement side are averaged in order to absorb the influence of the hysteresis of the motor load (see FIG. 9C).
[0082]
Next, the CPU 41 proceeds to step 114 and calculates a reference load value ST_L as a reference load value by multiplying the clutch current average value clti_ave by a predetermined load estimation gain L_GAIN. This load estimation gain L_GAIN is obtained experimentally from the relationship of the load (motor load) corresponding to the current value (motor command current value). The reference load value ST_L may be calculated by averaging the reference load values calculated by repeating the same process (step 101 to step 114) a plurality of times (for example, three times). In this case, the reliability of the reference load value ST_L is increased.
[0083]
Next, the CPU 41 proceeds to step 115 and registers the reference load value ST_L in the EEPROM. Then, the CPU 41 ends the subsequent processing.
Next, the wear estimation mode of the clutch facings 23a and 23b executed at the time of use after shipment will be described based on the flowchart of FIG. This routine is executed each time the ignition switch 71 is switched from on to off. This is because wear estimation is performed while suppressing the influence of the vehicle state (running state). Note that the processing up to the clutch current average value calculation in this wear estimation is the same as the process at the time of factory shipment (step 101 to step 113), and is therefore described collectively as the clutch current average value calculation process of step 200. Therefore, when the process shifts to this routine, the process of step 200 (step 101 to step 113) is ended, and the clutch current average value clti_ave at the time of wear estimation is calculated.
[0084]
After calculating the clutch current average value clti_ave, the CPU 41 proceeds to step 201 and multiplies the clutch current average value clti_ave by the load estimation gain L_GAIN to calculate the current load estimated value L corresponding to the current load value.
[0085]
Then, the CPU 41 proceeds to step 202 and performs a smoothing process on the current load estimated value L. More specifically, the CPU 41 obtains a load estimated smoothed value L_flt based on the current load estimated value L according to the following equation. This is because the influence of disturbances such as temperature included in the current load estimated value L is absorbed.
[0086]
L_flt (n) = L_flt (n-1) + (L (n) -L_flt (n-1)) x G3
However, G3 is a gain (0 <G3 <1) obtained experimentally to make the processing suitable.
[0087]
FIG. 12A is a graph in which the relationship between the travel distance of the vehicle and the current load estimated value L is obtained experimentally. As is clear from the figure, the current load estimated value L varies for each estimation due to the influence of disturbances such as temperature. On the other hand, FIG. 12B is a graph in which the relationship between the travel distance of the vehicle and the current load estimated value subjected to the smoothing process (load estimated smoothed value L_flt) is experimentally obtained. As is clear from the figure, the variation in the current load estimated value subjected to the annealing process is removed. Thereby, estimation variation is suppressed and stable wear estimation is possible.
[0088]
Next, the CPU 41 proceeds to step 203 to calculate the load change amount ΔL by subtracting the reference load value ST_L from the load estimated smoothed value L_flt. This load change amount ΔL suggests the amount of wear of the clutch facings 23a, 23b (clutch disk 23) (see FIG. 15).
[0089]
After calculating the load change amount ΔL, the CPU 41 proceeds to step 204 to determine whether or not the load change amount ΔL is equal to or greater than a predetermined load change threshold L_LTD. This load change threshold value L_LTD is set based on a load change amount (ΔL) generated when it is necessary to compensate for wear of the clutch facings 23a and 23b. Here, when it is determined that the load change amount ΔL is equal to or greater than the load change threshold L_LTD, the CPU 41 determines that the necessity of wear compensation of the clutch facings 23a and 23b is suggested, and proceeds to step 205. Then, the load determination counter adj_cnt is incremented by “1”, and the process proceeds to Step 206.
[0090]
In step 206, the CPU 41 determines whether or not the load determination counter adj_cnt is greater than or equal to a predetermined determination counter threshold value CNT_LTD. When it is determined that the load determination counter adj_cnt is greater than or equal to the determination counter threshold value CNT_LTD, the CPU 41 turns on the wear determination flag L_flag and ends the subsequent processing. If it is determined that the load determination counter adj_cnt is less than the determination counter threshold value CNT_LTD, the CPU 41 ends the subsequent processing as it is. The wear determination flag L_flag is read in an adjustment execution routine and used for determining the necessity of a compensation operation (hereinafter referred to as “adjustment operation”) for wear of the clutch facings 23a and 23b.
[0091]
On the other hand, when it is determined in step 204 that the load change amount ΔL is less than the predetermined load change threshold L_LTD, the CPU 41 proceeds to step 208. Then, the CPU 41 determines whether or not the load determination counter adj_cnt is greater than “0”. If it is determined that the load determination counter adj_cnt is greater than “0”, the CPU 41 proceeds to step 209 to decrement the load determination counter adj_cnt by “1”, and the subsequent processing ends. If it is determined in step 208 that the load determination counter adj_cnt is equal to or less than “0” (that is, “0”), the CPU 41 ends the subsequent processing as it is.
[0092]
Such calculation of the load determination counter adj_cnt by comparing the size of the load determination counter adj_cnt and the determination counter threshold value CNT_LTD is performed by temporarily evaluating the necessity of the above-mentioned wear compensation based on the load change amount ΔL. This is to eliminate the influence of. FIG. 13 is a graph schematically illustrating the relationship between the detected transition of the load change amount ΔL and the transition of the corresponding load determination counter adj_cnt. By comparing the load change amount ΔL with a preset load change threshold value L_LTD (corresponding to the wear amount), the load determination counter adj_cnt is counted up when the threshold value is exceeded, and “ Counting down with “0” as the lower limit. Therefore, the load determination counter adj_cnt is quickly counted down for a temporary increase in the load change amount ΔL. When the load change amount ΔL continuously exceeds the threshold value, the count-up continues and the load determination counter adj_cnt exceeds the determination counter threshold value CNT_LTD. By determining the progress of wear in this way, even if the load change amount ΔL varies in the vicinity of the threshold value, it is possible to determine the necessity of the adjustment operation with higher reliability.
[0093]
It should be noted that a control gain different from the control gain in the normal clutch control is used in the clutch control (disconnection / disconnection control) at the time of factory shipment and at the time of wear estimation (load estimation). This is because the control gain in normal clutch control is optimally set in consideration of the ability to follow the target value and robustness, etc., while it is set in consideration of accuracy improvement such as wear estimation and operation noise suppression. By not being. In particular, if the clutch control at the time of wear estimation is performed using the same control gain as that of the normal clutch control, variations in wear estimation are likely to increase, and the operation noise may increase and be noticed by the occupant. is there. Therefore, in the clutch control at the time of wear estimation, the control is switched to a dedicated control gain so that estimation variation is suppressed and the operation sound is not increased. As a result, it is possible to reduce the operation sound at the time of wear estimation, and it is possible to perform wear estimation with reduced variation without the operation sound being recognized by the occupant.
[0094]
Next, an outline of the adjustment operation will be described. This adjustment operation is performed on the assumption that the wear determination flag L_flag is on and other execution conditions are satisfied.
[0095]
As another execution condition, for example, the friction clutch 20 may not be in an engaged state. This is because the adjusting operation cannot be executed when the friction clutch 20 is engaged.
[0096]
Further, the engine speed NE may be within a predetermined lower limit value and upper limit value range. This is because it is not preferable to perform an adjusting operation for disengaging the friction clutch 20 during so-called gear parking in which a predetermined transmission gear is engaged in a parking state where the engine 10 is stopped. Further, the adjustment operation is performed in a state where the vibration of the engine 10 is small and the friction clutch 20 does not resonate, thereby preventing erroneous adjustment.
[0097]
Further, the vehicle speed V may be “0”. This is to prevent misadjustment due to vibration associated with traveling of the vehicle.
If these preconditions are satisfied, the CPU 41 controls the actuator 30 to execute the adjusting operation. Specifically, the CPU 41 performs control so that the clutch stroke ST coincides with the target clutch stroke set corresponding to the necessary amount of the adjustment operation. The operation at this time will be described with reference to FIG.
[0098]
First, immediately after the start of the adjusting operation, the clutch stroke ST becomes ST0 because the friction clutch 20 is disengaged. As shown in FIG. 4A, at this stage, the contact portion 24b of the pressure plate 24 and the pressure plate stopper portion 22d of the clutch cover 22 maintain a predetermined distance Y.
[0099]
When the clutch stroke ST is further increased by driving the actuator 30, the posture of the diaphragm spring 25 changes from the state shown in FIG. 4 (A) to the state shown in FIG. 4 (B). That is, the diaphragm spring 25 receives a force toward the flywheel 21 at the force point portion 26 a, and swings (changes in posture) about the fulcrum members 25 b and 25 c, and the contact portion 24 b of the pressure plate 24 and the clutch cover 22 The pressure plate stopper 22d comes into contact.
[0100]
When the clutch stroke ST is further increased to the set target clutch stroke by driving the actuator 30, the diaphragm spring 25 changes from the state shown in FIG. 4 (B) to the state shown in FIG. 4 (C). And the posture changes further. At this time, since the contact portion 24b of the pressure plate 24 is in contact with the pressure plate stopper portion 22d of the clutch cover 22, further movement of the pressure plate 24 is restricted. As a result, the outer peripheral end portion of the diaphragm spring 25 and the tapered portion 24d of the pressure plate 24 are separated by a distance X, so that the adjustment wedge member 29 is rotated by the action of the coil spring CS as shown in FIG. Then, the tapered portion 29a of the adjusting wedge member 29 and the tapered portion 24d of the pressure plate 24 are in contact with each other at a higher portion, whereby the flat portion of the adjusting wedge member 29 follows the movement of the outer peripheral end portion of the diaphragm spring 25. To do. At this stage, the adjustment operation ends. Then, the wear determination flag L_flag is set to OFF in accordance with the end of the adjustment operation.
[0101]
Thus, the distance between the diaphragm spring 25 and the pressure plate 24 is increased by the distance X, which is a necessary amount for the adjustment operation. As a result, the position of the diaphragm spring 25 when the clutch disk 23 is completely engaged can be returned to the initial position (the position set when the clutch disk 23 is new and there is no wear). Therefore, it is possible to reduce the load change during the clutch operation.
[0102]
As described above in detail, according to the present embodiment, the following effects can be obtained.
(1) In the present embodiment, the clutch disk 23 is calculated from the load change amount (ΔL) required when the engagement state (clutch stroke) between the clutch disk 23 and the flywheel 21 is changed without adding a dedicated sensor. The amount of wear can be estimated. In particular, the wear amount of the clutch disk 23 can be estimated without increasing the cost by using the existing signal value.
[0103]
(2) In this embodiment, the amount of wear of the clutch disk 23 in the vicinity of the complete engagement point where the amount of change in the load required when changing the engagement state (clutch stroke) between the clutch disk 23 and the flywheel 21 is substantially maximum. Is estimated. For this reason, it is possible to estimate the wear amount with high accuracy with suppressed estimation variation.
[0104]
(3) In this embodiment, the average value of the amount of change in each load required when the engagement state (clutch stroke) between the clutch disk 23 and the flywheel 21 is changed within a predetermined range (clutch current average value clti_ave). Based on the above, it is possible to estimate the wear amount of the clutch disk 23 in which the estimation variation is suppressed.
[0105]
(4) In the present embodiment, the average value of the amount of change in each load required when the engagement state (clutch stroke) between the clutch disk 23 and the flywheel 21 is changed to the engagement side and the non-engagement side, respectively ( Based on the clutch current average value clti_ave), the wear amount of the clutch disk 23 from which the influence of hysteresis has been removed can be estimated.
[0106]
(5) In the present embodiment, it is possible to stably estimate the wear amount of the clutch disk 23 in which the estimation variation is suppressed, based on the load change amount (the load estimation smoothing value L_flt) subjected to the annealing process.
[0107]
(6) In the present embodiment, based on the load change amount (ΔL) based on the load required when changing the engagement state (clutch stroke) between the clutch disc 23 and the flywheel 21 in the initial assembly state. The wear amount of the clutch disk 23 with high reliability can be estimated.
[0108]
(7) In the present embodiment, the estimated number of wear amounts exceeding the predetermined amount (ΔL ≧ L_LTD) is counted, and the clutch disk is counted when the count value (load determination counter adj_cnt) exceeds the predetermined value (determination counter threshold value CNT_LTD). 23 is determined to progress. Therefore, even if the estimated wear amount (load change amount ΔL) varies in the vicinity of the determination threshold value (L_LTD), erroneous determination of wear progress can be suppressed.
[0109]
(8) In the present embodiment, the amount of load change can be estimated based on the motor load of the electric motor 32.
(9) In this embodiment, by making the rotation speed of the electric motor 32 constant, the motor load, that is, the amount of change in the load can be estimated by a simple arithmetic expression.
[0110]
(10) In the present embodiment, it is possible to estimate the load change amount with less error from which noise has been removed, based on the average value of the operation position (clutch stroke ST) and the motor command current value clti of the smoothed electric motor 32.
[0111]
(11) In the present embodiment, the amount of change in load is estimated by changing the engagement state between the clutch disk 23 and the flywheel 21 using a control gain that is switched from a normal control gain. Therefore, it is possible to avoid a reduction in the estimation accuracy of the load change amount by diverting the normal control gain in consideration of the followability to the target value and the robustness.
[0112]
(12) For example, the actuator 30 (electric motor 32) is driven in a predetermined manner (eg, constant current, power supply for a certain time), and the amount of wear is compared with the stop position (clutch stroke) at that time compared with the stop position at the time of shipment It is not affected by the same individual variation and secular change as when estimating
[0113]
In addition, embodiment of this invention is not limited to the said embodiment, You may change as follows.
In the adjustment operation of the above embodiment, the outer peripheral end portion of the diaphragm spring 25 and the taper portion 24d of the pressure plate 24 are separated by a distance X, and the adjustment wedge member 29 is rotated by the action of the coil spring CS. Thereby, the taper part 29a of the adjustment wedge member 29 and the taper part 24d of the pressure plate 24 are brought into contact with each other at higher portions, and the wear compensation of the clutch facings 23a and 23b is performed. An intermittent rotation mechanism that allows the rotational movement of the adjustment wedge member 29 in this wear compensation at a predetermined rotation angle may be provided. In this case, the wear compensation can be performed by intermittently increasing the contact between the tapered portion 29a of the adjusting wedge member 29 and the tapered portion 24d of the pressure plate 24. For this reason, it is possible to avoid erroneous adjustment during the adjustment operation or excessive fine adjustment being repeated.
[0114]
In the embodiment, the change amount of the load is estimated by using the motor command current value clti as the motor current value. On the other hand, for example, a current sensor is provided and the detected value is used to estimate the amount of change in load.
[0115]
-In the said embodiment, if the load at the time of engaging the clutch disc 23 with the flywheel 21 can be detected directly, you may estimate the wear amount of the clutch disc 23 using this.
[0116]
In the above-described embodiment, the clutch control circuit 40 may be integrated with the actuator 30 or separate.
The configuration and the control mode adopted in the above embodiment are examples, and appropriate changes may be made without departing from the present invention.
[0117]
【The invention's effect】
  As detailed above, claims 1 to7In the invention described in (1), the wear amount of the clutch disk can be estimated without adding a dedicated sensor.
[Brief description of the drawings]
FIG. 1 is an overall view showing an outline of a clutch control device according to the present invention.
FIG. 2 is a schematic sectional view of the clutch shown in FIG.
3 is a front view of the clutch shown in FIG. 1. FIG.
4 is a view for explaining the operation of the clutch shown in FIG. 1; FIG.
FIG. 5 is a view for explaining the operation of the clutch shown in FIG. 1;
FIG. 6 is a flowchart showing a program executed by the CPU shown in FIG. 1;
FIG. 7 is a flowchart showing a program executed by the CPU shown in FIG. 1;
FIG. 8 is a graph showing clutch strokes and command current values at the time of inspection and wear estimation.
FIG. 9 is an explanatory view showing hysteresis of a motor load.
FIG. 10 is a graph showing changes in clutch stroke and command current value according to the presence or absence of annealing.
FIG. 11 is a flowchart showing a program executed by the CPU shown in FIG. 1;
FIG. 12 is a graph showing a transition of an estimated load according to the presence / absence of an annealing process.
FIG. 13 is a schematic diagram illustrating the transition of a load determination counter.
FIG. 14 is a graph showing characteristics of a load for engaging a clutch disc.
FIG. 15 is a graph showing the relationship between the amount of wear and the amount of load change.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... Engine as a drive source, 20 ... Friction clutch, 21 ... Flywheel, 23 ... Clutch disk, 30 ... Actuator, 32 ... DC electric motor, 37 ... Stroke sensor which comprises a detection means, 40 ... Estimate means Clutch control circuit.

Claims (7)

A friction clutch having a wheel that rotates integrally with an output shaft of a drive source and a clutch disk facing the wheel, an actuator that displaces the clutch disk, and an electric motor that operates the actuator, and drives the actuator In the clutch control device that controls and changes the engagement state between the clutch disk and the wheel,
The load required when the engagement state is changed at the initial assembly of the clutch disk is a reference load, and the load required when the engagement state is changed when the clutch disk is worn is a current load. Based on a change amount of the current load with respect to a reference load, comprising an estimating means for estimating an amount of wear of the clutch disc;
The estimation means engages the current value of the electric motor detected in a predetermined section when the engagement state is changed from the engagement side to the non-engagement side, and the engagement state is engaged from the non-engagement side. A clutch control device, wherein the reference load and the current load are obtained based on an average value of the current value of the electric motor detected in the predetermined section when changed to the side . In the clutch control device according to claim 1,
The estimation means estimates the amount of wear of the clutch disk in the vicinity of a complete engagement point at which the clutch disk is substantially completely engaged with the wheel and can rotate integrally with the wheel. apparatus. In the clutch control device according to claim 1 or 2,
The said control means estimates the abrasion amount of the said clutch disc based on the variation | change_quantity of the said present load after the annealing process, The clutch control apparatus characterized by the above-mentioned . In the clutch control device according to any one of claims 1 to 3,
By estimating the amount of wear exceeding the predetermined amount of the clutch disk by comparing the amount of change of the current load with a predetermined determination threshold,
A clutch control device comprising: a determination unit that counts the estimated number of wear amounts exceeding the predetermined amount and determines the progress of wear of the clutch disk when the count value exceeds a predetermined value . In the clutch control device according to any one of claims 1 to 4,
The estimation means estimates the amount of change in the load based on an average value of a motor current value when the engagement state between the clutch disk and the wheel is changed in a state where the rotation speed of the electric motor is controlled to be constant. A clutch control device. In the clutch control device according to claim 5 ,
Detecting means for detecting an operating position of the electric motor corresponding to an engagement state between the clutch disc and the wheel;
The estimation means estimates the amount of change in the load based on an average value of the motor current values subjected to the smoothing process when the processing operation position obtained by performing the smoothing process on the detected operation position is within a predetermined range. A clutch control device. In the clutch control device according to claim 5 or 6,
The estimation of the load change amount by the estimating means is performed by changing the engagement state between the clutch disc and the wheel by using a control gain switched from a normal control gain .

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